EP2733394A2 - Agencement de circuit avec frein de stationnement et son procédé d'actionne pas ment - Google Patents

Agencement de circuit avec frein de stationnement et son procédé d'actionne pas ment Download PDF

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Publication number
EP2733394A2
EP2733394A2 EP13191523.3A EP13191523A EP2733394A2 EP 2733394 A2 EP2733394 A2 EP 2733394A2 EP 13191523 A EP13191523 A EP 13191523A EP 2733394 A2 EP2733394 A2 EP 2733394A2
Authority
EP
European Patent Office
Prior art keywords
actuator
assembly
power transmission
circuit arrangement
clutch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP13191523.3A
Other languages
German (de)
English (en)
Other versions
EP2733394A3 (fr
EP2733394B1 (fr
Inventor
Stefan Kapp
Georg Burgardt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Magna PT BV and Co KG
Original Assignee
Getrag Getriebe und Zahnradfabrik Hermann Hagenmeyer GmbH and Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Getrag Getriebe und Zahnradfabrik Hermann Hagenmeyer GmbH and Co filed Critical Getrag Getriebe und Zahnradfabrik Hermann Hagenmeyer GmbH and Co
Publication of EP2733394A2 publication Critical patent/EP2733394A2/fr
Publication of EP2733394A3 publication Critical patent/EP2733394A3/fr
Application granted granted Critical
Publication of EP2733394B1 publication Critical patent/EP2733394B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/005—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles by locking of wheel or transmission rotation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D63/00—Brakes not otherwise provided for; Brakes combining more than one of the types of groups F16D49/00 - F16D61/00
    • F16D63/006—Positive locking brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3458—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire
    • F16H63/3466—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire using electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3483—Parking lock mechanisms or brakes in the transmission with hydraulic actuating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3491—Emergency release or engagement of parking locks or brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/48—Signals to a parking brake or parking lock; Control of parking locks or brakes being part of the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H2063/3089—Spring assisted shift, e.g. springs for accumulating energy of shift movement and release it when clutch teeth are aligned

Definitions

  • the present invention relates to a circuit arrangement for a motor vehicle transmission, with at least one clutch assembly, by means of a gear stage of the clutch is engaged and interpretable, with an actuator assembly which is coupled via a first power transmission device with the clutch assembly, and with a parking brake assembly, via a second power transmission device is coupled to the actuator assembly, wherein the actuator assembly is displaceable in a parking brake position in which the parking brake assembly is actuated, wherein the actuator assembly is adapted to engage on the way to the parking brake position and / or in the parking lock position via the first power transmission, the gear ,
  • the present invention relates to a method for actuating a parking lock arrangement by means of an actuator arrangement, in particular by means of a circuit arrangement of the type described above.
  • parking lock arrangements for securing a motor vehicle.
  • Such parking lock arrangements are used in particular in automated transmissions, in which it is not always possible to engage a gear for immobilizing the motor vehicle (such as in automated manual transmissions or dual clutch transmissions), or in which the transmission is coupled via a hydrodynamic converter with a drive motor.
  • a park lock assembly is generally activated by moving a gear shift lever to a position P.
  • so-called "park-by-wire" systems are known in which the parking lock arrangement is actuated by means of an actuator arrangement.
  • Parking lock assemblies of this type typically include a parking lock gear fixedly connected to a shaft associated with the output of the automotive transmission. Furthermore, such parking lock arrangements typically include a parking pawl which releases the parking lock gear in a release position and engages in a parking lock position in a toothing of the parking lock wheel, in order to immobilize the motor vehicle in this way.
  • An example of such a parking brake assembly is disclosed in the document DE 20 2008 001 760 U1 ,
  • Alternative parking lock assemblies include pull key assemblies to move a parking pawl from a release position to a park lock position.
  • a clutch assembly such as. A synchronous clutch by means of an actuator assembly.
  • actuator arrangements may include hydraulic actuators or electromechanical actuators.
  • Switching rollers which are driven by an electric motor. Shifting rollers of this type include a shift drum contour, in which a driver engages, which is coupled to the clutch assembly, for example, to enable a shift sleeve of a clutch between a neutral position and a gear position.
  • the first power transmission device has a decoupling device, which is designed to enable the actuator assembly in the parking lock position, even if the clutch assembly is blocked.
  • the above object is achieved by a method for actuating a parking brake assembly by means of an actuator assembly, in particular by means of a circuit arrangement of the type according to the invention, wherein the actuator assembly is coupled via a first power transmission device with a clutch assembly of a motor vehicle transmission, wherein the actuator assembly via a second power transmission device with the parking brake assembly and wherein the first power transmission device has a decoupling device, with the steps of activating the actuator arrangement such that a first force is provided for moving the parking brake arrangement into a parking brake position, then to detecting whether there is a blockage on the way to a parking lock position, and to drive the actuator assembly to provide a second force greater than the first force and to activate the decoupler of the first transmission if a blockage has occurred.
  • the circuit arrangement according to the invention makes it possible for both the clutch arrangement and the parking brake arrangement to be actuated by means of a single actuator. As a result, the effort for the actuator can be reduced, since it is, for example, not necessary to provide a separate actuator for the parking brake assembly.
  • the inventive decoupling device provided in the first power transmission device, it is possible to mechanically decouple the insertion of the parking brake assembly and the engagement of the gear, so that despite blocked clutch assembly, the engagement of the parking brake assembly can be ensured.
  • the decoupling device can be designed so that it can be activated by a certain force that exceeds the force normally required to engage a gear or for engaging the parking brake.
  • the actuator arrangement when detecting such a blockage, provides a greater force (second force), by means of which the decoupling device can be activated, in order to enable the engagement or actuation of the parking brake assembly, even if the blockage has occurred, for example in the clutch assembly.
  • circuit arrangement can be provided which allows low complexity and a high degree of robustness. Furthermore, the circuit arrangement can be manufactured at low cost or at low cost.
  • the decoupling device has a mechanical energy store, which is designed to store a force applied by the actuator assembly force to engage the gear, when the clutch assembly is blocked.
  • the difference between the first and the second force when carrying out the method according to the invention can correspond to the mechanically stored energy.
  • the decoupling device comprises a spring.
  • a "free travel" in the first power transmission device can be realized by way of a spring such that the actuator arrangement can be moved further into the parking brake position even in the event of a blockage, in which case the spring is tensioned.
  • the spring can be installed with a low bias to avoid rattling noises.
  • the energy store When providing a mechanical energy storage device such as a spring, it is preferred if the energy store establishes a biasing force between the actuator assembly and the clutch assembly that is greater than a mean shift force to be applied for engaging the gear.
  • the decoupling device is arranged between an actuator member of the actuator assembly and a switching member of the clutch assembly.
  • the decoupling device is arranged between a form-locking connected to the actuator member shift rod and the switching element.
  • the clutch assembly has a shift member and a shift rod, wherein the shift member is mounted on the shift rod limited slidably.
  • the switching element is coupled via a spring with the shift rod, wherein the spring is a mechanical energy storage of a decoupling device.
  • the switching element may be rigidly connected to the shift rod.
  • the actuator assembly may be hydraulic or electromechanical in nature.
  • the actuator arrangement has a shift drum.
  • the driver element may, for example, have a sliding block, which engages in a shift groove of the shift drum.
  • the positive-displacement transmission which forms the second power transmission device in this case, may be, for example, a spur gear, wherein a drive wheel for actuating the parking brake assembly is coupled to a wheel which is rigidly connected to the shift drum.
  • a powertrain for a motor vehicle is shown schematically and generally designated 10.
  • the powertrain 10 includes a drive motor 12, such as an internal combustion engine, whose output shaft is coupled to the input of a clutch assembly 14.
  • the clutch assembly 14 may comprise a simple clutch, but may also include a dual clutch assembly.
  • An output of the clutch assembly 14 is connected to the input of a transmission 16, which is preferably formed as a countershaft transmission and has a plurality of forward gear ratios and at least one reverse gear stage.
  • the transmission 16 may be a simple transmission, or a dual-clutch transmission with two partial transmissions.
  • the clutch assembly and the transmission of the drive train 10 may also have a converter automatic transmission.
  • An output of the transmission 16 is connected to a differential 18 which distributes drive power to two driven wheels 20L, 20R of the drive train.
  • the gear 16 in the present case has a first shaft 22 and a second shaft 24.
  • a wheel 26 is shown, which has a fixed wheel 28 which is fixedly connected to the second shaft 24, and a hereby meshing idler gear 29 which is rotatably mounted on the first shaft 22.
  • the wheelset 26 may, for example, be associated with a gear ratio of the transmission, and that the transmission 16 may include a plurality of such wheelsets.
  • the gear set 26 associated gear ratio may be such a gear, which is arranged, for example, in an automated transmission between a D position and a P position of a gear shift lever, so for example.
  • a reverse gear may be such a gear, which is arranged, for example, in an automated transmission between a D position and a P position of a gear shift lever, so for example.
  • the transmission 16 also has a circuit arrangement 30.
  • the circuit arrangement 30 includes a clutch pack 32 having a first clutch 34.
  • the first clutch 34 serves to decouple the idler gear 29 of the first shaft 22 or rotatably connected herewith.
  • the first clutch 34 may, for example, be a synchronous clutch of conventional construction.
  • the clutch pack 32 has a shift sleeve 36, by means of which the first clutch 34 is actuated, as in Fig. 1 indicated by an arrow.
  • the clutch pack 32 may optionally have a second clutch, as indicated schematically at 38.
  • the circuit arrangement 30 furthermore has an actuator arrangement 40.
  • the actuator assembly 40 includes an actuator 42, which may be, for example, a hydraulic or an electromechanical actuator.
  • the actuator 42 has an actuator member 44, which is displaceable by means of the actuator 42 between a plurality of positions, for example.
  • a in Fig. 1 indicated starting position A (which may be a neutral position or a gear position), a gear position G, which is associated with that gear stage, which is imaged by the wheelset 26, and a parking brake position P.
  • the actuator member 44 is coupled via a first power transmission device 46 with the clutch, in particular with the shift sleeve 36th
  • a control device 48 Associated with the actuator arrangement 40 is a control device 48, which actuates the actuator arrangement 40 such that the actuator member 44 can be displaced between the various positions.
  • the actuator assembly 40 includes an electric motor, and the actuator member 44 is formed by a shift drum that is driven by the electric motor.
  • the pawl assembly 30 further includes a parking lock assembly 50.
  • the pawl assembly 50 may include, in a conventional manner, a parking lock gear 52 rigidly connected, for example, to an output shaft of the transmission 16, and a parking pawl 54 pivotable about an axis thereof Park either release gear or set against a housing of the transmission, not shown. In the parking lock position of the parking lock assembly 50, the motor vehicle equipped with the present drive train is thus immobilized.
  • the parking brake assembly 50 may, for example, be constructed as a parking brake assembly, in the document mentioned above DE 20 2008 001 760 U1 is described in the present disclosure in its entirety reference is made.
  • the parking lock assembly 50 is coupled via a second power transmission 56 to the actuator assembly 40, more specifically to the actuator member 44. Thus, only one actuator is required to operate the parking lock assembly 50 and actuate the clutch 34.
  • the parking brake assembly 50 is usually operated at a standstill of the motor vehicle. At standstill of the motor vehicle, it may happen that the insertion of a gear is not possible because, for example. Gears a shift sleeve and a coupling body of the idler gear can not be axially moved into each other. In the present case, it is generally further provided that the parking brake position of the actuator member 44 is generally approached by "overrunning" the gear stage position G, so that the assigned gear stage is either temporarily engaged and re-interpreted, or remains engaged in the parking lock position P.
  • the first power transmission device 46 has a decoupling device 58.
  • the decoupling device is designed so that the actuator assembly can be put into the parking lock position P, even if the clutch 34 is blocked.
  • the decoupling device 58 may have an electromagnetically or in another way operable coupling. However, it is of particular advantage if the decoupling device 58 has a mechanical energy store which is designed to store a force applied by the actuator arrangement 40 for engaging the gear stage when the first clutch 34 is blocked.
  • Fig. 1a shows a diagram of an electric current I and an associated force F over the path of the actuator member 44th
  • the actuator assembly 40 would stop, so that the parking brake position P can not be achieved. If such a blockage is detected, the electric current can be increased, for example, to a value i 2 , which corresponds to a force F 2 .
  • the force F 2 is greater than the force F 1 .
  • the difference between the force F 2 and the force F 1 is sufficient to activate the decoupling device, that is, for example, to deflect a mechanical spring associated with the decoupling device 58.
  • the electric current may be, for example, an electric motor current for driving a shift drum, but may be a current of a pump for operating a hydraulic actuator or the like.
  • FIGS. 2 and 3 a further embodiment of a circuit arrangement 30 'is shown, which generally with respect to structure and operation of the circuit arrangement 30 of Fig. 1 equivalent.
  • the same elements are therefore identified by the same reference numerals.
  • the following section essentially explains the differences.
  • Fig. 2 It is shown that the idler gear 29, a KupplungsungsSystemvertechnikung 62 of a rigidly connected to the idler gear 29 clutch body can be assigned. Furthermore, the shift sleeve 36 has a sliding sleeve toothing 64. The shift sleeve 36 is operated in the present case by means of a switching element such as a shift fork 66. In Fig. 1 the first shift clutch 34 is shown in a neutral position, in which the idler gear 29 is decoupled from the associated shaft 24. By moving the shift sleeve 36 in Fig. 2 to the left, the teeth 62, 64 axially engage to produce in this way a positive connection between the idler gear 29 and the associated shaft 24.
  • a switching element such as a shift fork 66
  • the switching member 66 is mounted on a shift rod 68 limited axially displaceable. On the shift rod 68 a Wegstangenmit Meeting 70 is fixed to the example. A sliding block (diamond-shaped in Fig. 2 can be set).
  • the actuator assembly 40 'of the circuit arrangement 30' of FIGS. 2 and 3 has an electric motor 74, whose motor shaft is rigidly connected to a motor gear 76. Furthermore, the actuator assembly 40 'includes a shift drum 78, which constitutes an actuator member.
  • the shift drum 78 is rigidly connected to a shift drum gear 80 which engages the motor gear 76.
  • the shift drum 78 has a shift drum contour 82, in which the Wennstangenmit disturbing 70 engages.
  • the parking lock assembly 50 has an input shaft rigidly connected to a parking lock gear 84.
  • the parking lock gear 84 is engaged with the motor gear 76 (or with the shift roller gear 80).
  • the coupling between the motor gear 76 and the parking lock gear 84 forms a second power transmission 56 '.
  • the second power transmission device 56 'in the present case is therefore preferably formed by a forced-circulation gear.
  • a decoupling means 58 ' is arranged between the shift rod 68 and the switching member 66.
  • the decoupling device 58 ' has a spring 86 which is arranged as a compression spring coaxially around the shift rod 68 around. At one end, the spring 86 is supported on a shift rod shoulder 88. With its other end, the spring 86 is supported on the switching member 66.
  • a stop 90 is further provided on the shift rod 68, against which the switching member 66 is pressed by means of the spring 86.
  • the biasing force of the spring 86 may be greater than an average switching force, such that the spring 86 is not deflected during normal switching operations. However, the biasing force of the spring 86 may also be smaller than the average switching force. In this case, the spring 86 is deflected regularly even during normal switching operations, whereby a scratching of the first clutch 34 can be prevented if necessary.
  • the spring 86 of the decoupling device 58 serves primarily to allow the insertion of the parking lock position P, even if the first clutch 34 blocked. This will be explained below with reference to Fig. 3 explained.
  • the shift rod cam 70 is displaced in the axial direction by means of the shift drum contour 82. If the gears 62, 64 are stacked on each other so that the first clutch 34 blocks, then in a conventional circuit arrangement the shift drum 78 would stop in a position where the shift rod driver 70 has reached a position 70 B which is in FIG Fig. 3 is shown in dashed lines.
  • the shift drum 78 can continue to turn to set the parking lock position P, to the in Fig. 3 position shown at 70 G.
  • the spring 86 is deflected, namely by a stroke H.
  • the stroke H can, for example, be in the range of 1 to 10 mm, preferably in the range of 2 to 6 mm, in particular in the range of 3 to 5 mm.
  • FIGS. 4 to 9 further embodiments of first power transmission devices are shown, each having decoupling devices and in terms of structure and operation generally of the first power transmission device 46 'of FIGS. 2 and 3 correspond.
  • the same elements are therefore identified by the same reference numerals.
  • the following section essentially explains the differences.
  • the switching member 66 is coupled via a switching member pin 94 with the switching rod 68.
  • the switching member pin 94 passes through the switching rod 68th
  • a radial hole in the shift rod 68 is formed as an axial slot 96, such that the switching member 66 limited in relation to the shift rod 68 is movable.
  • a stop 90 may be formed on an inner wall of the elongated hole 96.
  • the spring 86 is disposed between a shift rod shoulder 88 and the shift member 66.
  • the Heidelbergstangenmit choir 70 is rigidly connected to the shift rod 68 and the switching member 66 is applied to the Heidelbergstangenmit leisure 70.
  • the stop for the switching member 66 may also be formed by the Heidelbergstangenmitsacrificing 70, as shown in FIG Fig. 4 indicated at 90 '.
  • FIGS. 5 to 8 Further embodiments of first power transmission devices 46 are shown, which generally have regard to structure and mode of operation of the first power transmission device 46 " Fig. 4 correspond. The same elements are therefore identified by the same reference numerals. The following section essentially explains the differences.
  • the spring 86 and the Wennstangenmit choir 70 are arranged on one axial side of the switching member 66, so that there is a space-saving arrangement.
  • the switching element 66 a switching element shoulder 98 on which the spring 86 is supported.
  • the spring 86 is supported on the Wennstangenmit réelle 70.
  • the switching member 66 has an axial cavity in which the spring 86 is arranged to protect it from external influences.
  • the switching member 66 has a spring guide portion around which the spring 86 is disposed so that the spring 86 is not supported at an axial end of the switching member 66, as shown in FIG Fig. 4 is shown, but on a shoulder of the switching member 66, which may be formed in the region of the connection of the switching member with the switching member pin.
  • the in Fig. 8 are shown, similar to the embodiment of the Fig. 5 , the spring 86 and the Wennstangenmitivity 70 disposed on one axial side of the switching member 66. In this case, however, the spring 86 is clamped between an axial end of the switching member 66 and the Heidelbergstangenmitdung 70.
  • Fig. 9 shows a modification of the first power transmission means described above in the form of a first power transmission 46 VII .
  • the switching member 66 VII is rigidly connected to the shift rod 68, via a switching member pin 94 VII , which passes through a concentric thereto provided in the shift rod 68 hole.
  • the Wegstengenmitsacrificing 70 VII limited slidably mounted in the axial direction on the shift rod 68, and the spring 86 is clamped between a shift rod shoulder 88 and the Heidelbergstangenmit profession 70 VII .
EP13191523.3A 2012-11-16 2013-11-05 Agencement de circuit avec frein de stationnement et son procédé d'actionne pas ment Active EP2733394B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102012022635.7A DE102012022635B4 (de) 2012-11-16 2012-11-16 Schaltungsanordnung mit Parksperre und Verfahren zu deren Betätigung

Publications (3)

Publication Number Publication Date
EP2733394A2 true EP2733394A2 (fr) 2014-05-21
EP2733394A3 EP2733394A3 (fr) 2016-03-23
EP2733394B1 EP2733394B1 (fr) 2020-07-22

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP13191523.3A Active EP2733394B1 (fr) 2012-11-16 2013-11-05 Agencement de circuit avec frein de stationnement et son procédé d'actionne pas ment

Country Status (4)

Country Link
US (1) US9188224B2 (fr)
EP (1) EP2733394B1 (fr)
CN (1) CN103821928B (fr)
DE (1) DE102012022635B4 (fr)

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WO2020001778A1 (fr) * 2018-06-28 2020-01-02 Gkn Automotive Ltd Agencement d'actionneur et entraînement électrique comprenant un tel agencement d'actionneur
WO2021043454A1 (fr) * 2019-09-04 2021-03-11 Audi Ag Transmission pour un véhicule à moteur, procédé pour faire fonctionner une transmission de ce type, et véhicule à moteur
WO2021069024A1 (fr) * 2019-10-10 2021-04-15 Schaeffler Technologies AG & Co. KG Dispositif d'actionnement de transmission et de verrouillage de stationnement ; transmission ; et unité d'entraînement électrique
CN114559906A (zh) * 2022-03-04 2022-05-31 安徽安凯汽车股份有限公司 一种无人驾驶客车用辅助制动机构

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EP2733394A3 (fr) 2016-03-23
US9188224B2 (en) 2015-11-17
EP2733394B1 (fr) 2020-07-22
CN103821928A (zh) 2014-05-28
US20140138206A1 (en) 2014-05-22
DE102012022635B4 (de) 2018-05-30
CN103821928B (zh) 2016-05-18

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